pendleton



5 SheetsSheet 1.

Patented Aug lfl, 1888.

J. H. PENDLETON.

CABLE GRIP FOR RAILWAY CARS.

' (No Model.)

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N, PETEni Pb WITNESSES 5 Sheets-Sheet 2.

(No Model.)

J. H. PENDLETON.

CABLE GRIP FOR RAILWAY CARS.

Patented Augul l, 1888.

INVENTOH.

W/TNESSES ATTORNEYS.

N. P512115. Fhdo-Ufihugm ar. Washington, D. Q

5 Sheets-Sheet 3.

(No Model.)

J. H. PENDLETON.

CABLE GRIP FOR RAILWAY CARS.

0 T N M my Patented Aug. 14, 1888.

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u. PETERS. mm Lllnngrapher. wmm mu. 0V or (No Model.) 5 Sheets-Sheet 4.

J. H. PENDLETON.

GABLE GRIP FOR RAILWAY CARS. No 387,906. Patented Aug. 14, 1888.

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5 Sheets-Sheet 5.

(N0 Madel.)

J. H. PENDLBTON.

CABLE GRIP P08 RAILWAY GARS.

Patented Au 14, 1888.

i ll l l ll INVENTOH WITNESSES A A TTGH'NE Y3,

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JOHN H. PENDLETON, OF BROOKLYN, ASSIGNOR TO THE RAPID TRANSIT CABLE OOMPANY, OF NEW YORK, N. Y.

CABLE GRIP FOR RABLWAY CARS.

SPECIFICATION forming part of Letters Patent No. 387,906, dated August 14:, 1888.

Application filed July 8, 1887.

To all whom it may concern:

Be it known that I, JOHN H. PENDLETON, a citizen of the United States, residing at Brooklyn, county of Kings, and State of New York,

have invented certain new and useful Improvements in Grips for Cable Railway Cars, of which the following is a full, clear, and exact specification.

My invention relates to devices for gripping 1 the traveling cable employed as motive power on railways, and it has for its object to provide a grip which will be simple in its opera tion, and at the same time be efifective and cause little or no detriment to the cable.

lVith these ends in view my invent-ion consists in the employment of a starting or auxiliary grip and a positive grip which are connected with the same source of operation and are brought to hear at their proper times upon the cable by a continuous and simple move ment, which requires but very little care and attention on the part of the operator.

My invention further consists of a grip which is perfectly adapted for picking up the 2 cable, as well as grasping and holding it, and also in certain features of novelty, which will be more fully described hereinafter.

In the accompanying drawings, which form a part of this specification, Figure l is a side 0 elevation of a streetcar having my improved grips appended thereto. Fig. 2- is a plan of the ear-truck and the grips. Fig. 3 is an enlarged detail section of the grip taken on the line X X, Fig. 1. Fig. 4 is a plan of the pre ferred form of grip. Fig. 5 is a side elevation of the same, partly in section. Fig. 6 is a transverse section taken on the line X X, Fig. i. Fig. 7 represents one form of my improved grips as appended toarailway-car and adapted to be operated either by air or hand. Fig. 8

is a transverse section of the positive grip employed in connection with the auxiliary grip, the same being taken on the line X K, Fig. 10. Figs. 9 and 10 are respectively a longi- 5 tudinal section and a plan of the same. Figs. 11 and 12 are respectively a transverse and a longitudinal section of the form of auxiliary grip shown in Fig.7. Fig. 13 is a plan ofthe same.

The modifications will be described in the order in which they occur, and like figures of Serial No. 243,774. (No model.)

reference will refer to like parts throughout the several views.

1 is the bracket or support from which the grips are suspended from the bottom of the car.

2 is the shank which goes through the slotrail and carries the grip-jaw 4t and the grip roller 6.

7 7 are also shanks which extend downward through the slot-rail and carry the roller 5 and jaw 3; but these, however, are rigidly secured to the frame 1, while the shanks 2 are capable of sliding vertically in the frame.

8 represents slots in the tops of the shanks 2, 6 5 in which slots fit studs S), to which latter are secured one arm of each of the bell-crank levers 12, whose other arms are secured to the drawbar 10. These bell-cranks are fulcrumed to the stationary shanks 7,so that when the drawbar is operated in one direction they willcause the sliding shanks 2 to descend and bring the bevel or cam surface 11, Fig. 3, on the under side of each grip in contact with the cable, thus deflecting it to one side until the grips have descended far enough to bring the wheel 6 and jaw 4 below the cable, when the latter will spring back to its place just above the wheel 6 and jaw at, and when operated in the opposite direction will cause the sliding shanks to rise, bearing the cable on the wheel 6 and jaw l. The wheels 5 (i are mounted in verticallyelongated bearings, and the lower wheel is provided with springs 13, which tend to keep it at the upper extremity of its bearings, and by which arrangement it will be seen that the wheels will come together on the cable be fore the jaws meet, and when the springs are entirely compressed the flanges 14 on the wheels 5 6 will come in contact with shoulders 16 on the shank, and thus brake the revolution of the wheels. It will be noted that the grip thus obtained is given through the medium of the stout spiral spring 17, coiled on the draw-bar 10 between the follower 18 and 5 the head of the cylinder 19, the inertia of the latter spring being much greater than that of the others, and consequently the grip thus obtaincd is sufficient to carry the car over levels and ordinary grades; but when the car is to mount a steep grade or carry a very heavy load it is necessary to bring the positive grip to bear. This is done by continuing the pull upon the draw-bar, which will compress the spring 17 and bring the jaw 4 firmly against the cable and jaw 3. This form I have fully shown and described in this application; but I have not claimed it herein, as the same forms the subject-matter of my application, Serial No. 258,348, filed on or about December 19, 1887.

The other modifications are more particularly designed for cable roads where the cable is above ground.

I will now describe the form represented in Figs. 4, 5, and 6. In this instance the rollers are journaled to the supports 20, which in turn are hinged or journaled at 21 to the supports 1, so as to allow the wheels a free swinging motion to and from the cable 22.

23 is a brace, U-shaped at each end, engaging with the journals 21. This brace has at its center a downwardly-projecting arm, 24, to which is pivoted at 25 a vertical lever, 26. To the upper end of this lever is connected the draw-bar 10, which has in its length the cylinder 19, spring 17, and follower 18, which are for the same purpose as described for Fig. 1.

27 are brake-shoes which are swung from the shafts 21 by arms 28.

29 is a bolt which passes through a projection on the brake-shoe and is secured in the piece 30, in which the rollers are journaled. Around this bolt 29, and between these pieces 30 and the projections on the brake-shoes, are coiled spiral springs, which tend to guide the brakeshoes normally out of engagement with.

the flanges 31, and to these projections of the brake-shoes and. to the lever 26, on each side of its fulcrum, are pivoted arms 32.

34 is a rock-shaft suitably bracketed to the 0 floor of the car and extending throughout the length of the series of grips. This rock-shaft is provided with crank-arms 35, to which the draw-bars 10 are connected. At the central one of these crank-arms is secured a chain or V cable, which passes around a pulley and thence the lever 26 toward it and cause the rollers 5 6 to swing toward each other by pressure brought to bear through the medium of the springs 36. As the .pull upon the bar is continued, the springs will gradually give way and allow the brakes to come in contact with the flanges 31, thus arresting the revolutions of the rollers and starting the car. If now the pull upon the draw-bar is still continued, the inertia of the spring 17 will be overcome'and the jaws of the positive grip, which do not come together as soon as the rollers, will be brought to bear with full pressure against the cable and in like manner to the operation of the device described for Fig. 1. In this instance the positive grip is preferably secured to the car between two roller-grips, and its jaws are opened and closed by substantially the same mechanism as that which is described for the roller-grips, with the exception that the elastic connections are omitted,'inasmuch as they would be undesirable. 3 4 ofthe positive grip are also supported by pieces 30, which are suspended from the supports 20, which latter in turn are suspended, by means of the journals 21, from the supports or brackets 1.

21, and has a downwardly-projecting arm, 24, on which is fulcrumed a lever, 26. 26 is connected above and below its fulcrum to the supports of the jaws 3 and 4, respectively. The draw-bar 10 is connected to the uppermost portion of this same lever, and has working connections by which it is operated to-open and close the grip through the mechanism, which is fully describedand set forth in connection with the roller-grips.

The principal advantage secured by arranging the grips as shown in Fig. 4 is that when one grip gives way or wears out it may be removed for repairing by merely uncoupling The brace 23, U-shaped at each end, is also secured on these journals Thejaws This lever it from one of the crank-arms 35, and the use of the othergrips may be continued without it.

In the form shown by Figs. 7 to 13, inclusive, the positive grip is separate from the rollergrip, and they are shown adapted to be operated by air or hand. In this form the positive grip is identical with the positive grip of the preceding form. The roller-grip'in this instance has a yoke, 37, on each side which partially surrounds the rollers. Hinged to the shaft 38 on each side of the grip is a downwardly-projecting arm 39, into the enlarged end of which are screwed the bolts 29, which project outwardly through an opening in the said yoke 37 and have thereon between their heads and the said yoke the spiral spring 36, the roller of course being journaled in the pieces 30 hinged to the shafts 38. It will be seen by this arrangement that when the draw-bar 10 is pulled in one direction the rollers will be forced against the cable by pressure through the medium of the said spiral springs, and if the motion is continued in like manner to that described for the previous form the springs will be compressed and the yokes 37 will be brought to bear upon the flanges 31 of the rollers, and thus check their revolution. The draw-bars of the two grips have secured thereto a chain which passes over rollers and are both secured to a lever, which is operated by the brake-windlass; or, if desired, by the air apparatus. The brakes or yoke 37 are held normally aloof from the rollers by means of any suitable springs which.

positive grip, separate operating-levers therefor connected to the same source of operation, and the roller-grip provided with an elastic medium in its operating mechanism,whcreby the rollers are held normally in advance of the jaws of the positive grip.

2. The combination of one or more positive grips, one or more roller-grips, a rock-shaft, crank'arms on the rock-shaft, rigid operating connections between the positive grip or grips and crank-arms, and shorter elastic conned tions between the roller grip or grips and crank-arms, whereby the said roller grip or grips are brought into play first, and the further movement of the rock-shaft causes the operation of the positive grip or grips, as set forth.

3, The combination, with a roller or auxiliary grip and a positive grip,each having suitable operating mechanism, of an elastic medium in the mechanism of the roller-grip, whereby its rollers are held in advance of the jaws of the positive grip, brakes for engaging said rollers, and springs of less inertia than said elastic medium for holding said brakes normally aloof, substantially as set forth.

4:. The combination, with the operating mechanism of a roller-grip and of a positive grip, of a roclrshaft, a rod connected at one end with the mechanism of the positive grip and at the other with the rock-shaft for operating the grip, a rod connected at one end with the mechanism of the roller-grip, a box on the other end of said rod, a rod having one end mounted in said box and the other conneeted with the rock-shaft, a follower on said rod, anda spring between said follower and the end of the box, whereby the roller-grip is brought to bear before the other, and means for rocking said shaft.

The combination, with the positive grip and one or more roller-grips, of a rock-shaft, crankarms on said shaft, a rod connected with one of said crank-arms and with the mechanism of the positive grip,whereby the latter is operated, rods connected with the mechanism of the roller-grips, cylinders 19 on said rods, followers in said cylinders, rods connected with said followers and with the said crankarms, a spring between said followers and the end of the cylinders,whereby the rods are held together, brakes to which the grip-operating mechanism is connected, and springs between said brakes and the rollers,whcreby thelatter are held in advance of the jaws of the positive grip, and the brakes held inoperative.

J. H. PENDLETON.

Vi tnesses F. A. Hornins, MAZIE V. BIDGOOTL 

